Vehicle wheel suspension



6 Z 5 n l I E m W J m 0, m illm f w 5 h l Hull V T m. u 3 C .H h m M 2 m Q I o m 3 M o z M Z a. o W w W. W. HARRIS VEHICLE WHEEL SUSPENSION Filed July 12, 1934 Dec. 22, 1936. w. w. HARRIS VEHICLE WHEEL SUSPENS ION Filed July 12, 1954 s Shets-Sheet 2 M; m W w .kx A 5 T y g x Q w 6 A A M 4 J w w J 4 z 4 w H lllllll""" llllllyll[ I'Illllllllll INVENTOR. 2444764117 14 Her-r16.

BY VQALM/ 4L! @ZZ fuzbuq ATTORNEYS Dec. 22, 1936.

VEHICLE WHEEL SUSPENSION Filed July 12, 1934 5 Sheets-Sheet 3 INVENTOR. 144/474? 144 /7arrz'6,

M f k ATTORNEYQ w. w. HARRIS 2,065,071.

Patented Dec. 22,1936

VEHICLE WHEEL SUSPENSION William W. Harris, Detroit, Mich., assignor to Chrysler Corporation, Detroit, Mich, a corporation of Delaware Application July 12, 1934, Serial No.-734,'l34

2 Claims. I (Cl. 280124) tramp of the steering wheel, and other undesirable effects.

In actual production difliculty has been experienced in maintaining the aforesaid characteristics in keeping with practical limitations, cost, workmanship, manufacturing tolerances, and the like.

It is an object of my invention to overcome the aforesaid undesirable effects and difiiculties in animproved manner. I

A further object of my invention resides in the provision of an improved wheel suspension particularly adapted for manufacture at relatively low cost.

A still further object of my invention resides in the provision of an improved wheel suspension capable of manufacture in keeping with ordinary practical limitations of manufacturing tolerances.

A further object is to provide improved means for adjusting a vehicle steering wheel for caster or camber or both by the provision of adjusting means associated with a shock absorber which operates to check the displacement of the wheel relative to the vehicle frame structure.

In carrying out the objects of my invention, I preferably provide suitable shock absorbing means in the wheel suspension mechanism together with means for adjustably shifting the position of the shock absorber mounting on the vehicle frame or else for shifting the linkage of the suspension mechanism at the connection thereof to the shock absorber actuating shaft for conveniently varying the normal position of the wheel to compensate for any inaccuracies introduced in the manufacture and assembly of the parts thereof. 'Thus, by reason of my novel compensating means, any inaccuracies in wheel camber and caster may be readily corrected.

Further objects and advantages of my invention will be apparent from the following detailed description, reference being had to the accompanying drawings, in which I have shown several forms which my invention may assume by way of example and illustration.

In the drawings in which like reference characters represent corresponding parts throughout the several views, 5

Fig. 1 is a front elevational view of the forward vehicle steering wheels showing my improved suspension mechanism therefor.

Fig. 2 is a top plan view of my wheel suspension, the view being taken as indicated by the line 22 of Fig.1.

Fig. 3 is a sectional elevational view through the line 3-3 of Fig. 1.

- Fig. 4 is a sectional plan view of my shock absorber mounting, the section being taken along the line 4-4 of Fig. 1.

Figs. 5 and 6 are respectively detail sectional elevational views along the lines 5-5 and 6-6 of Fig. 4.

Fig.7 is a plan view illustrating a modified form of my wheel suspension adusting means.

Figs. 8 and 9 are respectively detail sectional views along the lines 8-8 and 9-9 of Fig. 'I.

Fig. 10 is a detail sectional elevational view along the line Ill-40 of Fig. 8.

Fig. 11 is a plan view of a further modified shock absorber adjustable mounting.

Fig. 12 is a sectional elevational view along the line l2l2 of Fig. 11. i

In the drawings, reference character A represents the frame or load carrying structure of the motor vehicle, the body, engine, and driving parts of the motor vehicle being omitted for clarity in my disclosure since such parts are well-known in the art and may be of any desired form and arrangement. I

I have illustrated my invention in connection with the forward steering ground wheels B of the motor vehicle, each wheel being journaled on a spindle ill of the wheel supporting means C. This wheel supporting means of each of the wheels B is also preferably formed with bearings H for receiving a kingpin l2 providing swiveling of the steering wheel about the axis XX of the kingpin or steering knuckle pivot.

As the parts associated with each of the wheels B are similar, the description for the most part will be limited to one of the wheels and parts associated therewith.

The wheels B in their normal positions illustrated in Fig. 1 are preferably cambered so that the plane Y--Y of each wheel extends upwardly and outwardly at an inclination to the vertical, the camber angle being designated at Y in Fig. 1. The desirability of camber for steering wheels is 55 generally accepted and understood. The desirability of caster is also well understood and in Fig. 3 the caster angle is designated as X, this being the angle between the king pin axisv X-X placement of the wheels B and in my present illustration includes an arm or steering knuckle -bracket l3 associated with each of the wheels B, each arm being adapted to support or carry a king pin I2 by reason of the bearing portion thereof which lies between the space bearings ll.

Arm 13 extends generally vertically in the sense that the endsthereof are positioned in space relation, theconnecting means D in the illustrated embodiment being arranged in a substantially trapezoidal shape. Thus, during a displacement of the wheel, the track between the wheels B remains practically unchanged when either wheel strikes a depression or encounters a bump in the roadway. The linkage or connecting means D, while of the general parallelogram type, is preferably arranged in the form of a rectangle and more particularly in the form of a trapezoid defined by various supports for the-linkage parts. Extending generally laterally or transversely of nectors being of the so-called-wishbone type or generally V-shaped. Where the aforesaid trapezoidal arrangement of linkage is desired, connector I5 is somewhat longer than connector M as illustrated, this arrangement deviating somewhat from a true parallelogram but providing substantially vertically guided movement of the point of wheel tread contact with the ground on displacement of the wheel.

One of the connectors such as the connector l4 has its arms l6 and I1 thereof diverging toward frame A for pivotal and adjustable connection therewith. With this in view the frame structure A, according to the embodiment of my invention illustrated in Figs. 1 to 6, inclusive, is adapted to adjustably support a shock absorber l8. This shock absorber may be of any suitable type, such as the well-known hydraulic type, the shock absorber being provided with the forwardly and rearwardly extending actuating shaft I3 to which the inner ends of arms I6 and I! are connected so that when the connector arms move upwardly and downwardly on displacement of a wheel B, the shock absorber I3 will be actuated by the resulting oscillatory movement of the shaft l9. Thus, shaft l9 forms the pivotal support for the arms of connector l4. My adjusting means for shifting the position of the shock absorber relative to the frame structure A will be presently described.

For convenience of manufacture and assembly, arm I! inay be assembled to arm l6 by the fastener 20 at the outward converged portions of the arms, the resulting wishbone providing a rigid linkage. At the outer end of connector l4 a bracket extension 2| is secured thereto, this bracket having a pivot pin 22 for pivotal connection with the upper end of the arm l3.

Connector I5 is also illustrated as the wishbone type generally similar in form to the upper connector l4. Thus, the lower connector is likewise formed with arms 23 and 24 which, although somewhat longer than the corresponding arms [6 and l'lv of connector l4, diverge toward the frame A in generally similar manner for connection therewith by reason of the headed pivot pins 25 and frame brackets 26 which mount the pivot pins. The outer end of the lower connector I5 is also provided with a bracket extension 21 adjustably secured thereto by fastener 28 and the bracket 21 carries the pivot pin 29 for pivotally connecting the lower end of arm I3 to bracket 21.

The vehicle frame structure A and the load 4 carried thereby are yieldingly supported by the wheel supporting means 0 and connecting means D by reason of suitable springs illustrated at 30 intermediate the frame structure and lower connector I5. If desired, other forms of connectors and springing means may be provided and it is not my intention to limit my invention in its broader aspects to the particular form and arrangement of parts shown herein for purposes of illustration.

Connectors or linkages l4 and I5 cooperate with arm l3 to impart the desired guided movement to the wheel on displacement thereof, the lower connector 15 swinging about its pivots 25 and 29, and the upper connector l4 swinging about its outer pivotal connection 22 with arm [3 and about the axis of the shock absorber actuating shaft l9 at the inner arm of the connector. The steering wheels B are rotated about their respective king pins l2 to effect steering of the vehicle in any well-known manner, a portion of one of the steering arms 3| being shown in Fig. 2.

I will now describe the details of the adjusting means for varying the position of a wheel B, this adjusting means comprising an adjustable connection between each shock absorber l8 and the frame structure A.

A typical mounting for the shock absorbers I3 is best illustrated in Figs. 4, 5 and 6 from which it will be noted that the main body portion of the shock absorber is provided with a base 33 seated on a plate 34 and this plate in turn is seated on the supporting bracket portion 35 of the frame-structure A. The shock absorber base 33 is adjustably secured to the frame bracket 35 for movement outwardly of the frame and also for rotative. adjustment of the shock absorber to swing the connector l4 forwardly or rearwardly at its outer end. With this in view the base 33 is provided with a downwardly extending stem 36, this stem extending through a cylindrical opening 31 in plate 34 and also through the opening 38 of frame bracket 35, the opening 38 being elongated transversely of the frame structure A or in the general outward direction of the connector l4 as best seen in Fig. 4. The stem36 is threaded at its lower end to receive a lock nut 39, a lock washer 40 being positioned between the lock nut and frame bracket 35, it-

being apparent that when the lock nut 33 is drawn tightly against the frame bracket 35, the shock absorber base 33 will be clamped to the frame bracket with the plate 34 securely held intermediate these parts.

Located at the corners of the plate 34 are the bolts 4| which extend upwardly through the frame bracket 35 and through the elongated openings 42 in plate 34' to receive the lock nuts 43 and associated lock washers. 44 wherebythe plate 34 is adjustably clamped to the frame bracket 35. The slots 42 extend in the direction of the aforesaid slot 38 whereby the plate 34 ated therewith serve to adjustably and'securely' and shock absorber base 33 may be moved as a unit in the direction of slots 33 and 42 with res'pect to the frame bracket 35.

The under face of the base 33 is provided with duced portions 48 of'the arcuate slots 45 and 45,

these bolts also extending upwardly through the cylindrical openings formed in the forwardly andrearwardly projecting bosses 50 of the shock absorber base 33, thebolts' 41 being adjustably locked in'position by the lock'nuts 5| and lock washers 52 associated therewith.

, It will be apparent that the bolts 41 adjustably clamp the shock absorber base 33 with the plate 34, the plate 34 being adjustably secured to the frame bracket 35 by reason of the bolt assemblies 4| while the stem 36 and lock nut 39 associclamp the shock absorber base 33 and plate 34 to. the frame bracket 35.

In the operation of my adjusting means let it be presumed that it is desired to change or vary the camber angle Y of one of the wheels B. In order' to effect such a change, the lock nut 39 associated with stem 35 is backed away from frame bracket 35 for a few turns and also the lock nuts 43 associated with bolts 4| are released from their clamping engagement with the plate 34, it being apparent that under such conditions the shock absorber base 33 together with the plate 34may be shifted either outwardly or inwardly with respect to the'frame structure A whereby to adjust the upper .connector l4 as a unit with the shock absorber l3 for swinging the upper end of the arm or knuckle bracket i3 either toward the-frame structure A or laterally away from the frame structure, the arm l3 during this adjustment swinging about its 'lower pivot pin 29.

This lateral adjustment of the shock absorber l8 and upper connector I4 is, of course, in the direction of the elongated slots 33 and 42, the stem 35 being carried with the shock absorber base 33 and plate 34 while the bolts 4| remain fixed with the framebracket 35. It will be apparent that a lateral outward adjustment of the shock absorber ill will efiect an increase in the camber angle Y and inward movement will effeet a decrease in the Ember angle. desired adjustment in the camber angle has been obtained, the lock nuts 39 and 43 are again clamped to securely holdthe shock absorber base 33 and plate 34 with'the frame bracket 35.

In order to efiect an adjustment of the caster angle X of one of the wheels B, the lock nut 39 is released from its clamping position and the lock nuts 5| of the bolts 41 are also released whereupon it will be apparent that with the plate 34 securely held to the frame bracket 35 by the bolts 4|, the shock absorber base 33 may a lower connector l5 and the bracket 21. It will- After the.

furthermore be apparent that a clockwise rotative movement of the shock absorber I8 as viewed in Fig. 2 will cause a rearward movement of the upper end of arm |3 whereby to increase the caster angle X, while a counterclockwise adjustment of the shock absorber will effect a decrease in the caster angle. After the desired adjustment of the caster anglehas been effected the lock nuts 33 and 5| are again securely clamped in position to maintain the shock absorber base 33 rigid with the frame bracket 35.

It will be apparent that my adjusting means for caster and camber may be effected independently of each other, or when desired the wheel B may be adjusted for both camber and caster at the same time.

disclosure, I have not duplicated the showing of the remaining part of the wheel suspension as this will be readily understood in the light of the .foregoing illustrative detailed description;

In Figs. '1 to 10 I have provided an arrangement of parts'wherein the shock absorber I8 is securely clamped to the frame structure of the motor vehicle, the adjustment for caster and camber being obtained by a novel connection between the inner ends of the arms l6 and ll of the upper connector I4 with the forwardly and rearwardly projecting ends of theosciilating actuating shaft l9 of the shock absorber i8, this shaft as usual being adapted to operate the pistons or other mechanism (not shown) of the shock absorber. c

Inasmuch as the connection between each of the connector arms with the actuating shaft i9 is identical, only one of these connections will be described as illustrated in detail in Figs. 8, 9 and Thus, for example, the inner end of the arm I6 is formed with a cylindrical bearing portion 53 within which is fitted theeccentric bushing 54. This bushing in turn receives the cylindrical sleeve 55 keyed or otherwise non-rotatably fixed at 58'to the rearwardly projecting end of the actuating shaft I3". Fixed to the eccentric bushing'54 is a stem'55' projecting outwardly through an arcuate slot 51 in the bearing portion 53 and for adjustably clamping the bearing portion and tionally adjustably fixing these parts together the outer circumferential surface of the cylindrical bearing 53' is axially serrated at 50 and the lock washer 53 is correspondingly serrated for selective engagement with the serrations 50 to prevent relative movement between the eccentric bushing 54 and the bearing portion 53 of arm 23'.

The eccentric bushing 54 and the sleeve 55 project forwardly beyond the shaft l9 as best seen in 'Fig. 8, the bushing and sleeve being provided with matched radially extending openings- 52 and 33 respectively, pairs of these openings being adapted to receive the clamping bolt 64 having the threaded'lock nut 65 engaging the inner portion of the bolt.

In operation of this modified form of my adreadily understood. I i v justing means, let it be presumed that it is desired to vary the camber angle Y' of one of the wheels B. In order to effect this adjustment'the lock nut 58 is released from its clamping action and the bolt 64 is withdrawn from eccentric bushing 54 and sleeve 55'. The same adjustment is being the arrangement illustrated herein, so that the adjustment will. be most effective for a relatively small amount of rotative movement of the eccentric bushings. .It will be apparent that when the eccentric bushings are thus adjustedthe-connector l4 will be shifted as a unit either laterally inwardly or outwardly with respect to the frame structure of a'vehicle, depending upon the direction of rotative' adjustment imparted to the eccentric bushings This shifting movement of I the upper connector I4 will, as hereinbefore described, swing the upper end of arm l3 aboutits lower pivot to either increase or decrease the camber angle :Y'.:.as will be readily understood.

When the desired adjustment for the camber angle has been obtained, the bolt 64 is restored into engagement with the nearest set of openings 62 and 63 and the locknut 65 is securely clamped in position. .The lock nut-58 associated with'each of the eccentric bushings is also clamped in place, the'arms l6 and I'l being then adjustably and securely locked with the shock absorber actuating shaft l9.

When it is desired to effect a change the caster angle X it will be apparentthat the upper end of the arm i3 must be moved forwardly or 1 rearwardly about the lower pivot pin 28and this adjustment-may be effected by rotating'one of the eccentric bushings 54 and leaving the other a one fixed. Ordinarily there will be sufficient yielding or springing characteristics in the arms of the upper connector [4' to permit this shifting adjustment of the upper end of arm l3 to vary the caster angle X and if desired the adjustment for the caster angle may be obtained by rotatably adjusting the eccentric bushings 54 in relatively opposite directions, as will be It will be apparent that the adjustment may be effected for camber independently of caster or, when desired, the 'two'adjustinents may be made at the same time. I 1: 7

Referring now to the further embodimentof my inventionillustrated int-Figs; 11 and 12, I have illustrated only a portion of the suspension as formed with theshiftable base plate 33 hereinbefore explained inconnection with the modification in- Figs. 7 to 10.

Theupper connectorJHKhas its arms Iii and I1 connected as before .to the shock absorber Hi This base has elongated slots 42% similar to the slots 42 and likewise engaged by headed clamping bolts 4'! and lock nuts 5|"; Howeven-in Figs. 11 and 12 I have illustrated only the adjustment for wheel camber, the plate 34 of Fig: 1 being omitted. Thus, the heads of the bolts 4'l engage beneath the frame 35.

For facilitating the adjustment of the shock absorber l8 and wishbone connecter M the shock absorber has a portion 6| threadedly engaged by an adjusting screw 62 having its head 63 hearing against an abutment bracket 64 secured by rivets 65 to frame 35*. A look nut 66 threadedly engages screw 62 and bears against the. opposite-side of bracket 64. The screw 62 is not threaded in bracket 64 and to prevent longitudinalmovement of the screw the latter has an annular slot 61 engaged by the inner end of an abutment screw 68, rotation of screw 62 not being restricted by the abutment screw 68.

In adjusting for wheel camber variation, nuts 5| and 66. are freely backed away followed by rotative adjustment of screw 62. This causes the shock absorber l8. to shift, movement thereof being guided by slots 42 and frame bolts .41. After adjustment, the nuts 5| and 66 are again securely tightened.

I desire to point out that various modifications and changes will be apparent from the teachings of my invention, and I do not limit my invention in its broader aspects to the particular combination and arrangement of parts which I have shown .by way of illustrating the principles of.

my invention.

What I claim is: 1. In a suspension for a steerable ground wheel of a motor vehicle having a frame structure, wheel supporting means including a kingpin, wheel displacement guiding means intermediate the frame structure and said supporting means,

said guiding meansincluding an arm member, a.

shock absorber carried by said frame structure 'justably'fastening said plate to said frame structure, said shock absorber having a base mounted on said plate, means for adjustably securing said base to said plate, said adjustable means being so constructed and arranged that said shock absorber and plate may be shifted as a unit relative to said frame structure or said shock absorber shifted relative to said plate and frame structure for varying the normal position of said kingpin and wheel.

2. In a suspension for a steerable ground wheel of a motor vehicle having a frame structure, wheel supporting means including a kingpin, wheels displacement guiding means intermediate the frame structure and said supporting means, said guiding means including an arm member, a shock absorber carried by said frame structure and adapted for actuation by said arm member, a plate, means for adjustably securing said plate to said frame structure, means for adjustably securing said shock absorber to said plate, said adjustable means providing for variation in the normal position of said kingpin and wheel.

WILLIAM W. HARRIS. 

